HMCo #65p Gleam

"... In 1876 Mr. [William] Young first came to Bristol, for a launch built for W[illiam] Graham, Esq. of Baltimore. The launch was named 'Coquina' [#29p] (from which I took the name for my 16' periauge [#404s] in 1888). She was 27 1/2 [ft] long, with 3 1/2in x 7in single engine and 'coil boiler' and was taken to 'Indian River', Fla., for the winter following.
In 1877, Mr. Graham had built by John, under Mr. Young's supervision, the launch 'Kelpie' [#43p] --- 45' x 6' 10'' with double 3 1/2 x 7 engine & coil boiler.
Kelpie was returned in 1878 to H.M.Co. in part-payment for the steam-yacht 'Liela' [sic, #40p], also built for Mr. Wm. Graham and under Mr. Young's supervision. Liela was of composit [sic] construction, double planked topsides, fitted with a compound engine 12 x 21 x 24 and 'coil boiler', and was quite fast. She was 100 1/2' o.a. & 15ft beam --- about 12' in w.l. [beam].
'Liela' was returned to H.M.Co. in spring of 1880, in part payment for a larger steam yacht 'Gleam' [#65p], built that preceding winter. 'Gleam' was about 115' o.a., 105' w.l. & 16' beam, 'composit', compound engine & square boiler --- for Mr. Wm. Graham, and supervised by Mr. Young & [he] was here all winter as 'resident inspector'.
About the beginning of the year of 1888 Mr. Young was again here with commission from Mr. ? [George S. Brown, the father-in-law of William Graham] of Baltimore, to oversee the construction of 'Ballymena' [#151p]. This yacht was steel construction, about 130ft x 18', powered with a 5 cyl[inder] quadruple engine & square type boiler. This yacht was launched in fall of 1888.
Mr. Young was of fine[?] extraction, a refined gentleman in character and apparently thought very highly of by the higher classes in Baltimore, and was a connoisseur in articles, fine character, and was fond of working as a silversmith, and apparently quite an expert, a wonderful fine 'shot' with rifle & trap shooting. A fine yachtsman, and I suppose, other accomplishments. Absolutely upright & honest in all his dealings.
We became very friendly and attached to each other, and he to the Herreshoff family.
Although friendly and I imagine 'engaged', he didn't marry Miss Mary Gilmor until in the early [18]'90s, and when both were well along in years. Mrs. Young was a woman of lovable character.
In 1899, when on a visit at 'Love Rocks' of Mr. & Mrs. Young and Mrs. Young's niece, Miss Alice Gilmor, on occasion of the launching of the 90ft Cup defender 'Columbia' [#499s], Mr. Young was stricken with (?)-hemorrhage and passed away at my house. A lement [sic] to all who knew him.
He was probably over 70 years at that time [sic, i.e. 74]. N.G.H." (Source: Herreshoff, Nathanael G. "Notes on Two Fine Portraits - Found by Ann and Brought to me for Identification." August 17, 1937. Copy. In: Francis Russell Hart Nautical Collections, MIT Museum, Cambridge, Mass. Haffenreffer-Herreshoff Collection, Series VI, Folder HH.6.126, Box HAFH.6.4B.)

"The Herreshoff Manufacturing Co.'s boat building establishment presents a very active appearance, work being pushed in the several departments. Work on Mr. Graham's steam yacht (No. 65) is progressing finely. Mr. John Harvey, yacht builder and marine architect, of Wivenhoe, Essex, England made a visit to this establishment a few days since." (Source: Anon. "Locals." Bristol Phoenix, February 28, 1880, p. 2.)

"... The Herreshoff Manufacturing Company have now in course of construction several vessels which deserve special notice. A fine steam-yacht for Mr. Graham, of Baltimore, the keel of which was laid the 1st of February, and the yacht is expected to go into service the 1st of May [1880]. Length over all, 120 ft.; beam 16 ft.; depth, 6 1/2 ft. Her main cabin, situated aft of machinery, is 21 ft. in length, and is to be finished in oak. Out of this open three state rooms and a pantry, all finished in maple.
She has one vertical compound engine, the cylinders 10 1/2 in. and 18 in. by 18 in. stroke. The boiler is of the coil system before described, and has a grate 5 ft. 8 in. in diameter. Maximum speed, 20 miles an hour. Forward of the machinery are situated a large dining room, kitchen and quarters for the crew. The after state-room is fitted up with bath tubs and every modern convenience. This beautiful model has been named the Gleam. ..." (Source: Anon (C. P. Kunhardt?). "The Herreshoff System of Steam Propulsion." Forest and Stream, March 11, 1880, p. 115-116.)

"The fine new steam-yacht 'Gleam' was launched from the boatworks of the Herreshoff Manufacturing Company on Wednesday [April 21, 1880] afternoon. The Gleam was built for Mr. Graham, of Baltimore, Md. Her keel was laid on the 1st of February; the length of the steamer, over all, is 120 feet; beam, 16 feet; depth 6 1/2 feet. The main cabin, which is located aft of the machinery is twenty-one feet in length, finished in oak, and in the best workmanlike manner. Leading from this cabin are three state rooms and a pantry, each finished in maple. She has a vertical compound engine, and a Herreshoff patent coil boiler, with grate five feet eight inches in diameter. Maximum speed, twenty miles an hour. Dining room, kitchen, and apartments for the crew, are situated forward of the engine. The after state-room is nicely fitted up with bath tubs and all requisite modern conveniences. The launch took place about 5 1/2 o'clock, and was witnessed by some seven or eight hundred people. Immediately after the launching a large number of invited guests assembled at the residence of John B. Herreshoff, Esq and partook of a fine collation provided for the occasion." (Source: Anon. "Local Notes." Bristol Phoenix, April 24, 1880, p. 2.)

"THE pretty little town of Bristol, R. I., was all expectation over the launch of a fine new yacht from the yard of the Herreshoff Manufacturing Co., Wednesday, April 21 [1880], and from the pretty New England 'Miss' down to the dust-begrimed mechanic, the inhabitants of the town and surrounding country wended their way towards the scene of the approaching launch. The new steamer is a fine specimen of the genus 'high-speed,' and was built to the order of Mr. Graham, of Baltimore, being the fourth vessel of the kind the same builders have turned out for him --- pretty strong endorsement of their work from the standpoint of practical experience. Promptly at the hour assigned the wedges were knocked up, and with the aid of a jack the steamer was started. As she slid off the ways, little Miss Kitty Herreshoff dashed the proverbial bottle against the bows, und in a happy manner christened the new-born Gleam [HMCo #65, May 1880].
It it unnecessary here to expatiate upon the steamer's model. The capacity of the Herreshoffs in this direction is too well-known. They copy no one, take nothing as a sample, but confide in their own ability to produce just what they want. The Gleam, as her dimensions will show, is intended for use on the great stretches of sheltered waters and reaches of the sea which indent the Atlantic coast. Her lines are, of course, as fine, easy and graceful as it is possible to combine with reasonable accommodation and almost railroad speed. She has U frames throughout, very slight hollow forward, bold 'midship body, with some flare to her sides and an exceedingly fine run. These, with just the right amount of sheer, stylish outwater and an English cutter stern --- each part fitting the other --- a smart looking schooner rig and tasty joinerwork, all go to produce a vessel which is a pleasing harmony to the eye and a serviceable and well arranged design for practical use.
The launch was most successful and was accomplished with as little fuss and noise as though it were child's play. A pleasant company afterwards took part in a collation served at the builder's home. As steam yachts seem to be very popular just now, the following items concerning the Gleam will be of interest: ---
The Gleam's length over all is 120ft; beam, 16ft; depth, 6 1/2ft. Composite hull, schooner rig. Her interior arrangements are admirably contrived and elegantly finished in oak and maple. From the main saloon, 20 feet long, opens a pantry and state-room, and from the companion-way aft of the saloon a flat double stateroom, occupying the whole width of the vessel; abaft of this again is a bath and toilet room, with every convenience for comfort. In the saloon the main pieces of furniture, consisting of dining-table and buffet, are of solid mahogany. The upholstery and tapestry will be of the richest description. Between the saloon and the part of the vessel allotted to machinery is an iron bulkhead, extending from the keel to the upper deck, through which there is no communication whatever. The importance of this barrier to dust and odor from the machinery department, as well as its use in giving strength and stability to the hull cannot be over-estimated. This is one of four complete iron bulkheads in the vessel, all of which are alike, that is to say, there are no openings in them at all. These divide the vessel into live compartments, adding greatly to strength and safety; for in the event of a collision or otherwise, one compartment only could be filled with water, the others being amply sufficient to float the vessel. The machinery occupies a space of about 10 feet. The engines are of the compound condensing type, with cylinders 10 1/2 and 18in. diameter and 18in. stroke. The engine is fitted with improved cut-off valves, and has feed and air pumps attached. The boiler is one of the Herreshoff Coil system, which day by day is growing in popular favor. It has a grate of 5ft. 8in. in diameter. She will burn 200 lbs. of coal an hour when running at the rate of 18 miles, under which condition natural draft only is used. To reach her maximum sustained speed of 20 miles, a power fan is used to force combustion.
In the issue of FOREST AND STREAM, of March 11th [1880], may be found a description of the Herreshoff safety-coil boiler to which we refer in this connection. Forward of the machinery, and separated from it by one of the bulkheads, is the galley, commodious and well furnished, and next, the pantry, ice-chest, water-closets and large and well-ventilated accommodations for the crew. Her pilot-house is a sample of comfort and elegance, finished in panels of cherry. An elevated scat permits an uninterrupted view of the horizon. The Gleam is the first afloat of several large steam yachts which are to be added to our fleet this season, and although she does not rival some of her companions in size, for speed and general excellence in hull and machinery she will not be second to others. ..." (Source: Anon. (C. P. Kunhardt?). "Yacht-Building at Bristol." Forest and Stream, April 29, 1880, p. 247-248.)

"Gleam, steam yacht, of Baltimore.
Built at Bristol, RI, by Herreshoff Manufacturing Co., 1880.
62.09 tons; 108 ft. x 15.5 x 6.7 ft. [Register length x breadth x depth.]
One deck, two masts, plain head, round stern.
Surveyed and measured, April, 1880." (Source: U.S. Customs Department, Bristol, R.I. Custom House Record Book, 1870s to 1904 (Collection of the Herreshoff Marine Museum), s.v. Gleam.)

"[Abstract of register or enrollment. Pos. 374:]
Gleam, steam yacht, of Baltimore.
Built at Bristol, 1880.
62.09 tons; 108 ft. x 15 x 5 ft. x 6.7 ft. [Register length x breadth x depth.]
One deck, two masts, plain head [bow].
Enr[olled] and Lic[ensed] (temporary) ([as] yacht) May 4, 1880. Owner: William H. Graham of Baltimore, Md. Master: William H. Graham.
Surrendered May 20, 1880 at Baltimore. ([Record at:] C[ustom] H[ouse, Providence])." (Source: Survey of Federal Archives, Work Projects Administration. Ships Documents of Rhode Island. Bristol. Ship Registers and Enrollments of the Port of Bristol - Warren Rhode Island, 1941, s.v. Gleam.)

"STEAM Yachts FOR SALE. --- The Herreshoff Manufacturing Company offer the Leila and a smaller steam launch for sale. Both have safety coil boilers, and can be had at a bargain.
THE GLEAM. --- On her recent trial the Gleam made sixteen miles readily, and the possibilities are that she can be driven up to twenty when her bearings are worn a little more. She has been sent to her owner, Mr. W. H. Graham, of Baltimore." [Note: The smaller launch for sale may have been Kelpie HMCo #43p which in June 1880 was chartered by the HMCo to the Eastern Rowing Association (see Forest & Stream of June 24, 1880, p. 419). This would suggest that William H. Graham had traded in his previous two Herreshoff-built steam yachts Leila and Kelpie when he took delivery of Gleam.] (Source: Anon. (C. P. Kunhardt?) "Yachting News." Forest and Stream, May 13, 1880, p. 295.)

"The following is a list of the steam yachts built by the Herreshoff Manufacturing Company of Bristol, R.I: ... Gleam, built 1880, for William H. Graham, Baltimore. Length, 120 feet; breadth, 16 feet; depth, 6 feet 5 inches; draught, 5 feet 8 inches; speed, 17 miles per hour. ..." (Source: Jaffray, Edward S. "American Steam Yachting." Outing, April 1886, p. 23-25.)

"Mr. T. Harrison Garrett's steam yacht Gleam, Captain Torrey, has arrived from Bristol, R. I. While at the Herreshoff Works the Gleam received a new square Herreshoff boiler, the largest ever built by the firm. A patent shaking grate and new smokestack have been added to the Gleam, and engines and machinery were thoroughly overhauled preparatory to summer cruising. Since receiving the new boiler the Gleam developed and maintained a speed of twenty miles per hour for several hours." (Source: Anon. "The Yacht Gleam." Baltimore Sun, March 12, 1887, p. 6.)

"The candidates for a degree and titles of their Theses are as follows: --- Odin Barnes Roberts (with F. L. Sayer). 'A Report of Tests made on the Hull, Engine, and Boiler of the Steam Yacht Gleam.' "] (Source: Anon. [No title.] The Tech. Massachusetts Institute of Technology: Boston, May 2, 1888, p. 254.)

"Baltimore, June 8 [1888]. --- The steam yacht Gleam, belonging to T. Harrison Garrett, the millionaire banker of Baltimore, and a brother of Robert Garrett, ex-President of the Baltimore and Ohio Railroad, was run down last night in the Chesapeake Bay by the steamer Joppa, and Mr. Garrett was crushed to death in the wreck and drowned. Several tugs have been cruising all day about the locality where the yacht went down, and divers have tried to find the body, but have not yet succeeded. The disaster occurred about 10:30 last night, but nothing was known of it in Baltimore until 5 o'clock this morning when the steamer Sue arrived bringing Mr. Garrett's friends, who escaped his terrible fate. The newspapers issued extras and the startling news created much excitement in business circles, in which Mr. Garrett was so well known and esteemed. ...
The collision occurred near the Seven-Foot Knoll Lighthouse, in the middle of Chesapeake Bay, about 14 miles from this city. Mr. Garrett was very fond of yachting and frequently took little trips down the bay in his fast little yacht. On these excursions he was always accompanied by a party of friends, and the Garrett yachting parties were leading events in club circles. Sometimes he would take a party of ladies, but on this unfortunate trip there were only gentlemen in the company. The Gleam steamed out of the harbor at 8 o'clock yesterday morning... The yacht first steamed down the bay and up the Severn River to Annapolis, where the party spent some time viewing the cadets in their exercises at the Naval Academy. After leaving Annapolis in the afternoon the yacht cruised about the bay and early in the evening started for Baltimore.
The story of the collision that soon followed after the yacht's head was turned homeward is best told by Gen. Andrews, one of the party: 'The night was quite cool, a stiff breeze blowing,' he said, 'and we remained in the cabin during the evening. The yacht was making good headway. I was stretched on a sofa trying to get a little sleep. We heard two blasts from the Gleam's whistle, and Mr. Garrett, Mr. von Lingen, and Mr. Blackford went forward to the pilot house. There were two blasts from a steamer in reply. In a few minutes there was a tremendous crash and I was thrown across the cabin. The Joppa had struck us on the port side just abaft the smokestack and cut us nearly in two. When the collision occurred Mr. Garrett ran aft and called to us to come on deck, that the yacht was sinking. He then grabbed the anchor chains of the Joppa and called on us to come that way. Just then the Joppa, which had reversed her engines, backed clear of the Gleam, pulling down as she did so the port boat of the yacht, which was swung right alongside where Mr. Garrett was standing. He was either jerked overboard and swept away by the swash of the wheels or struck by the falling boat and rendered unconscious.
'As I ran on deck I heard some one say 'Overboard,' and I caught up five deck chairs and threw them over the stern. The Joppa then came up alongside again, and Mr. Von Lingen and two servants climbed to the Joppa's deck by the chains. Capt. Torrey and the rest of the crew lowered the starboard boat of the Gleam, and they, with Mr. Harvey and Mr. Blackford, got into it. As they came around astern I dropped in. The stern of the Gleam was then almost covered with water, and the noise of escaping steam was deafening. We pulled away from the yacht and were taken in the Joppa's boat to the steamer. It was a considerable time before we could get on board the Joppa after we reached her side.
'As soon as I got on deck I offered a reward of $5,000 for the rescue of Mr. Garrett alive. The two small boats cruised around for three hours in the vicinity of the accident, but could see nothing of Mr. Garrett. About 2 o'clock we were transferred to the steamer Sue and came up to the city. Capt. Torrey and the crew of the Gleam acted with great coolness and presence of mind. The Captain kept calling repeatedly not to be frightened, that the vessel had water-tight compartments, and would not sink. Capt. Wheeler did all he could for us after the collision.
'After the accident,' continued Gen. Andrews, 'an officer of the Joppa stated that they had left the channel, seeing the Gleam's lights, and, supposing her to be a larger vessel, they drew to one one to give her, as they supposed, the benefit of deeper water.'
... On whom the responsibility of the accident rests has not yet been determined. There is no doubt that both the yacht and the steamer claimed the right of way, and that, therefore, necessary precautions were not taken. The two vessels plainly attempted, said an experienced pilot, to cross each other's bows. ... It is stated that the planking of the [Gleam] was less than two inches in thickness, and she sank a few minutes after the collision.
The Joppa is a sidewheel steamer, 130 feet in length with 40 feet width of beam. ... The Gleam is a trim steam pleasure yacht. She was built at the Herreshoff Yacht Works, Bristol, R. I., in 1885. Her dimensions are: Length over all, 96 feet; breadth of beam, 14 feet; depth of hold, 12 feet. She has compound high pressure engines. She has competed in a number of regattas, belongs to the New-York Yacht Club fleet, and sails under the pennant of that club.
She formerly belonged to William H. Graham, and at his death was purchased by Mr. Garrett for $23,000. She is a compartment boat. It is said that her draughtsman was a blind man. She was of about 60 tons burden, and very frail looking. Notwithstanding that, she has several times made the outside trip from Baltimore to New-York around Cape Charles. During the international regatta last year Mr. Garrett and a party of guests went to New-York in her. The Gleam had also made trips to the West Indies. ..." (Source: Anon. "Death Ended The Trip. Robert Garrett's Brother Meets an Awful Fate. A Steamer Runs Down His Yacht in the Chesapeake Bay, and his Life is Lost in the Wreck." New York Times, June 9, 1888, p. 1.)

"The decision of the Local Board of Steamboat Inspectors is as follows: 'When the Gleam received two signals from the steamer Joppa in reply to her one she should have stopped and reversed her engines at full speed astern, and which would have avoided loss of life. We therefore find Captain Torrey guilty of unskillful navigation and hereby revoke his license as master and first class pilot.' The Inspectors have also issued an order prohibiting a covering of any kind on lifeboats when under way. The Gleam's lifeboat was covered with a tarpaulin which had to be cut away with an axe before the boat was fit for use." (Source: Anon. "The Gleam --- Joppa Collision." Forest and Stream, August 8, 1888, p. 56.)

"ISOLENE.
Isolene was formerly called Gleam. She is a composite screw schooner, designed and built by the Herreshoffs, and launched in 1880. Was completely rebuilt in 1892. For the past five years has been the property of John H. Flagler, New York City. She sails with the New York and American Yacht Clubs, hailing from New York.
CODE SIGNAL LETTERS, J . V. T. R.
Official number, 85,613.
DIMENSIONS.
Length over all, 134 feet.
Length load waterline, 116 feet.
Depth, 6 feet 2 inches.
Draft, 6 feet 4 Inches.
Beam, 17 feet.
Engine: Compound Herreshoff, two cylinders, 10 1/2 and 18 x 18 inch. Indicated horse power, 200.
Boiler: One tubular boiler, designed by present owner, built by Herreshoff.
Speed of 19 miles per hour." (Source: Mott, Henry Augustus. Yachts and Yachtsmen of America. New York, 1894, p. 511.)

"NORTHPORT, L. I., April 21 [1894]. --- J. H. Flagler's steam yacht Isolene of the New-York Yacht Club fleet was completely destroyed by fire in Northport Harbor this morning. The fire was discovered at 3 o'clock and continued until 10, when, burned to the water's edge, the yacht sank. All visible now are the masts, pilot house, and smokestack.
The yacht had much combustible matter aboard, and no one dared to go on deck, although an effort was made to beach her was of no avail. Several vessels near by were saved by moving.
The fire evidently started aft of the boiler room, where mattresses, cushions, and carpets were kept.
The flames were first noticed by Charles Sammis, who lives abreast of where the yacht was anchored. He was awakened by a bright light in his room. The local Fire Department was called out, but was powerless to do anything. Three distinct, loud explosions were heard on the yacht.
The cause of the fire is unknown. There had been no lamps lighted on board nor fires in her furnace. One theory is that the yacht was struck by lightning. Another is that thieves had visited her and fired the boat on leaving.
A strange vessel anchored near the yacht during the night, and after the fire was missing.
The Isolene was purchased by Mr. Flagler six years ago from Mr. Garrett of Baltimore, Md. She was built by the Herreshoffs at Bristol, and named Gleam. She was run into the year Mr. Flagler bought her. He purchased her when she was under water and had her completely rebuilt. She was then 130 feet long and 16-foot beam.
Last Summer the Isolene ran ashore on North Brother Island, and when going out of commission was damaged by fire caused by the explosion of a can of naphtha. Since then Mr. Flagler had been very anxious to sell her. The yacht originally cost him $60,000, and his selling price was $30,000.
The steamer's interior furnishings were very fine. She would have been ready to go into commission in two weeks." (Source: Anon. "Burned To The Water's Edge. Mr. Flagler's Unlucky Steam Yacht Isolene destroyed at Northport." New York Times, April 22, 1894, p. 1.)

"Gleam was considered sufficiently representative of Herreshoff steam yachts to have been selected for a contemporary Herreshoff Mfg. Co. advertising brochure. Gleam was one of several steam yachts built for William Graham of Baltimore; he paid for her in part by trading in his earlier Herreshoff yacht, Leila [#40p].
It was through building yachts for Graham that the Herreshoffs became acquainted with William Young, who first appeared at the Herreshoff Mfg. Co. to be Graham's representative, while his yachts were being constructed. This went on for a dozen or so years during which Young, in spite of his role as a potential adversary, became a fast friend of NGH and his family. Young was some twenty years older than NGH and continued to visit the Herreshoffs, even after his last official work of supervising Ballymena's [#151p] construction in 1888 was complete. It was during one of his later visits to Love Rocks, in 1899, that he died. In later correspondence, NGH speaks of his high regard for Mr. Young. This kind of praise was rare from NGH. Unfortunately, little more is known about William Young." (Source: Bray, Maynard and Carlton Pinheiro. Herreshoff of Bristol. Brooklin, Maine, 1989, p. 20.)

"N/A"

"[Item Transcription:] [Envelope with woodcut of #65p GLEAM (as also published in Scientific American of Feb 12, 1881) over entire front and printed text :] 'If not delivered in five days return to
Herreshoff Manufactur'g Co.,
BRISTOL, R. I., SOLE MANUFACTURERS OF THE
Herreshoff Patent Safety Coil Boiler,
AND BUILDERS OF
Steam Vessels, Yachts and launches.
Also Engines, Pumps, Propeller Wheels, Safety Valves &c. &c.' " (Source: Herreshoff Manufacturing Co. (creator). Envelope. Herreshoff Marine Museum Collection Acc. 97.549. HMM Library Rare Books Room (Box 1), Folder [no #]. No date (1881 or later).)
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"[Item Description:] Handwritten (in ink) specifications for a Herreshoff-built steam yacht [with an 10 1/2 & 18 x 18 stroke engine, suggesting this to be #65p GLEAM from 1880, the only yacht ever built by HMCo with that engine size]." (Source: Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_48770. Specifications. Subject Files, Folder [no #]. No date (1880-01 ?).)
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"[Item Description:] Penciled preliminary general arrangement plan and outboard profile titled '105ft l.w.l. 13 1/2ft beam [#65p GLEAM]'. Stamped 'Herreshoff Mfg. Co. Bristol, R.I. Builders of Steam Vessels & Steam Machinery' on recto and verso. Note narrow beam of 13 1/2ft --- she was eventually built with a beam of 15 1/2ft. Undated, GLEAM was contracted for on January 19, 1880." (Source: Herreshoff, N.G. (creator). Penciled General Arrangement Plan. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0519. WRDT08, Folder 41. No date (ca 1880-01 ?).)
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"[Item Description:] One original woodblock for woodblock printing. Size: 12in x 9 3/8in x 1in. Depicted are a 33ft Launch [probably #62p Launch for U.S. Navy], a 60ft Steam Yacht, a Compound Engine, a 100ft Yacht [#65p GLEAM], a stationary Single Engine, a Double Coil Boiler, a Torpedo Boat [probably #64p Torpedo Boat for the Russian Army], a Single Coil Boiler, and the Plan of a 100ft Yacht [probably #65p GLEAM] --- all built by HMCo. Undated, but this woodblock was most certainly first used for printing the cover page of the Scientific American of February 12, 1881 which was reprinted in Yachting Magazine of February 1932, p. 70 and also in HMCo-created promotional book 'Yachts by Herreshoff' of 1935 on p. 6." (Source: MIT Museum, Hart Nautical Collections, Haffenreffer-Herreshoff Collection Item HH.6.148. Printing Woodblock. Box HAFH.6.6B, Folder Engravings (Artifacts). No date (ca1881).)
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"[Item Transcription:] Handwritten (in ink and pencil) experiments and trials booklet titled 'Herreshoff Mfg. Co. Experiments 1883 to 1884'. Relevant contents:
§14: #65p GLEAM Trial Run with old screw with rounded corners, mean speed 12.96kn (1883-08)
§14: #65p GLEAM Trial Run with new screw, mean speed 14.49miles (1883-08-12)." (Source: Herreshoff, N.G. (creator). Trials Booklet. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE07_03950. Folder [no #]. 1883-03 to 1884-04.)
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"[Item Description:] Casting Book # 2 [B (there is another Casting Book # 2)] showing hull castings as per title only for steamers #148p Our Mary and #149p Jersey Lily. Contents, however, also include castings for other boats including #188903es Yawl Boat for #157p Aquila, #405s Alice, #406s Iris, #54p Dolphin, #65p Gleam, #104p Magnolia, #104p Magnolia, #133p Henrietta, #151p Ballymena, #152p Cushing, #155p Augusta [III], #156p Antoinette, #157p Aquila, #158p Launch for Seal Fishing, and #162p Judy. Also listed are many parts for a quadruple engine (probably for #152p Cushing or for #150p Say When or #151p Ballymena). While other casting lists record both castings made at home and at outside foundries, this book appears to list only castings made at outside foundries and none at home. A first part of the booklet from front to about the middle shows casting numbers, descriptions, numbers of castings and foundry where made with dates ranging from Sept 10, [1887] to Dec 14 [1889]. A second, upside down, part of the booklet begins at the end and then goes back to the middle showing for the same date range 'Patterns sent away' with pattern numbers and names of foundries these were sent to. A further section then shows castings required for #152p Cushing and as well as castings required for Lagging, Pumping Engines, Feed Pump and Air Pump, all these possibly also for #152p Cusing. A final section shows 'Patterns ordered home' with pattern numbers, foundry names these were received from and dates ranging from Sept 12 [1887] to Dec 16 [1889]." (Source: MIT Museum, Hart Nautical Collections, Haffenreffer-Herreshoff Collection Item HH.6.120-03. Castings Book 2B. Box HAFH.6.4B, Folder Casting Record Books Hull Castings Order Book 2. 1888-09-10 to 1889-12-14.)
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"[Item Transcription:] [Advertisement by HMCo titled 'From An Old Plate Found in a Loft at Herreshoff Mfg. Co., Dec. 1931. Explanations by N.G. Herreshoff, Esq.' and showing 10 woodcuts with the following explanations:] 1 Represents the early Navy Launches that started in 1879-80. Commodore Isherwood of the U. S. Navy carried on an extensive program of tests and experiments with two of them, No. 62 [#62p] and 63 [#63p], and a Navy launch built in the Washington Navy Yard, in the summer of 1880, lasting over two months. The Board consisted of Com. B. P. Isherwood, Com. T. Zeller and 3 or 4 assistants from the School of Marine Engineers of U. S. N. The Herreshoff launches proved superior to the Navy built and designed launch in every way. Illustration does not do justice to the launch.
2 Represents a class of cabin launches, between 55 and 68 ft long-built in the 80's. JAVELIN, No. 52 [#52p] , was the original (1879).
3 Steam yacht GLEAM, No. 65 [#65p], built for Mr. William Graham of Baltimore in 1880. Length on deck about 115 ft; w. l. 105 ft.
4-5 The general type of steam engines, 1878 to 1885. No. 4 is a marine type compound engine with cut-off valves riding on back of main slide valves. No. 5 stations-type such as used in small shops, as our own machine shop and another for wood working machinery. This type was given up in 1885. Replaced by triple expansion engines with valves worked from side shaft.
6-7 Early coil boilers, given up in 1881 or '82. The vertical drum at side is a steam separator and a good one, but it is not correctly represented.
8 A poor representation of 4 or 5 torpedo boats in 1879 and 1880. One was built for the British Admiralty [#44p HERRESHOFF], two for Chili [sic, i.e. Peru #53p REPUBLICA, #55p ALIANZA (a third boat, #60p, was never delivered)], one for Russia [#64p].
9 Typical cabin arrangement of early steam yachts 80 to 90 ft long.
10 Steam yacht STILETTO [#118p] rated in her time as one of the fastest yachts in the world." (Source: Herreshoff, N.G. (creator). Advertisement Broadside. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE14_01240. Folder [no #]. 1931-12.)
①

Note: This list of archival documents contains in an unedited form any and all which mention #65p Gleam even if just in a cursory way. Permission to digitize, transcribe and display is gratefully acknowledged.

• Gleam (HMCo-made index card)
• Gleam (MIT Museum-made index card)
• Note: The vessel index cards comprise two sets of a total of some 3200 cards about vessels built by HMCo, with dimensions and information regarding drawings, later or former vessel names, and owners. They were compiled from HMCo's early days until 1920 and added to in later decades, apparently by Hart Nautical curator William A. Baker and his successors. While HMCo seems to have used only one set of index cards, all sorted by name and, where no name was available, by number, later users at MIT apparently divided them into two sets of cards, one sorted by vessel name, the other by vessel number and greatly expanded the number of cards. Original HMCo cards are usually lined and almost always punched with a hole at bottom center while later cards usually have no hole, are unlined, and often carry substantially less information. All cards are held by the Francis Russell Hart Nautical Collections of the MIT Museum in Cambridge, Mass.

Name: Gleam
Type: Steam
Length: 112'
Owner: Graham, W. H.

Source: Herreshoff Manufacturing Company. "A Partial List of Herreshoff Clients." In: Herreshoff Manufacturing Company. Herreshoff Yachts. Bristol, Rhode Island, ca. 1931.

• Gleam
• Gleam
• Isolene ex-Gleam
• Note: The L. Francis Herreshoff index cards comprise a set of some 1200 cards about vessels built by HMCo, with dimensions and / or ownership information. Apparently compiled in the early 1930s, for later HMCo-built boats like the Fishers Island 23s or the Northeast Harbor 30s are not included. Added to in later decades, apparently by L. F. Herreshoff as well as his long-time secretary Muriel Vaughn and others. Also 46 cards of L. F. Herreshoff-designed vessels. The original set of index cards is held by the Herreshoff Marine Museum and permission to display is gratefully acknowledged.

Name: Gleam
Type: 134' steamer
Owner: W. H. Grahm [sic, i.e. Graham]
Year: 1880
Row No.: 251

Source: Herreshoff, L. Francis. "Partial List of Herreshoff-Built Boats." In: Herreshoff, L. Francis. Capt. Nat Herreshoff. The Wizard of Bristol. New York, 1953, p. 325-343.

Year: 1880
E/P/S: P
No.: 065
Name: Gleam
OA: 112'

Source: Vermilya, Peter and Maynard Bray. "Transcription of the HMCo. Construction Record." Unpublished database, ca. 2000.

Note: The transcription of the HMCo Construction Record by Peter Vermilya and Maynard Bray was performed independently (and earlier) than that by Claas van der Linde. A comparison of the two transcriptions can be particularly useful in those many cases where the handwriting in the Construction Record is difficult to decipher.

"The owner, William Hamilton Graham (1823-1885), was director of Baltimore's oldest banking house of Alexander Brown and Sons and brother-in-law of George S. Brown (1834-1890) whose grandfather had been the bank's founder and who in 1887 would order the steam yacht #151p Ballymena. HMCo built four yachts for Graham, all supervised by William Young (who became a friend of NGH and also supervised Ballymena's construction): #29p Coquina (1877), #43p Kelpie (1878), #40p Leila (1878), and #65p Gleam (1880)." (Source: van der Linde, Claas. October 17, 2016.)

"Gleam's contract date was stated as Jan. 19, 1880 in offset booklet HH.4.5.3 by N. G. H." (Source: van der Linde, Claas. October 17, 2016.)

"Built in 93 days (contract to launch; equivalent to 1335 lbs displacement/day)." (Source: van der Linde, Claas. January 16, 2024.)

"In the absence of better available data displacement was estimated by using the figure for Old Measurement Tons (62.09) from the 1881 Olsen's American Yacht List (Net Register Tons were reported as 45.13 by the 1890-91 Manning's American Yacht List) and converting to lbs by dividing through 2000 (short tons). Note that this figure can only be a rough estimate because register tons as reported in Yacht Registers correlate only loosely with actual displacement figures." (Source: van der Linde, Claas. March 17, 2015.)

Note: Research notes contain information about a vessel that is often random and unedited but has been deemed useful for future research.